Automatic railroad-gate.



PATENTED JAN. 13, 1903.

A. KAMMERIGH. AUTOMATIC RAILROAD GATE.

APPLICATION FILED mm: 17, 1902.

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No. 718,473, PATENTED JAN. 1a, 1903.

. A. KAMMERIOH.

AUTOMATIC RAILROAD GATE.

APPLIQATION FILED JUNE 17, 1902.

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N ITYED STATES PATENT ()FFIGEQ ANDREW KAMMERIOH, OF SYRACUSE, MISSOURI.

AUTOMATIC RAILROAD-GATE.

SPECIFICATION forming part of Letters Patent N o. 7 18,47 3, dated. January 13, 1903.

' Application filed June 17,1902. satin no. 112,064. (No model.)

T at whom it may concern.-

Be it known that I, ANDREW KAMMERICH', of the city of Syracuse, county of Morgan, State of Missouri, have invented certain new and useful Improvements in Automatic Railroad- Gates, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming a part hereof.

My object is to construct an improved automatic railroad-gate; and my invention consists ofthe novel features herein shown, de-

scribed, and claimed.

Figure l is a plan of a section of railroad, showing my improved automatic gate in position for use. Fig. 2 is a sectional elevation on the line 2 2 of Fig. 1 and looking in the direction indicated by the arrow. Fig. 3 is a cross-section on the line 3 3 of Fig. 1 and looking in the direction indicated by the arrow. Fig. 4 is an enlarged detail on the line 4 4 of Fig. 1.

Referring to the drawings, in detail, the cross-tie 5 represents the center of the streetcrossing or Wagon-road crossing, and a pair of long cross-ties 6 is placed on one side of the road or street, and a similar pair of long cross-ties 7 is placed on the opposite side of the street or road. A gate-post Sis mounted upon each end of each pair of cross-ties 6 and 7. Each gate-post consists of two angle-bars 9 and 10, inclined toward each other at their tops and connected together at their upper ends and having bearing-bars 11 connecting their lower ends, all formed integral. Bearing-blocks 12 extendinwardly from the centers of the bearing-bars 11, and a bearing 13 is attached to the upper end of each post in alinement with the bearing-blocks 12. The gate-shafts 14 are mounted with their lower ends in sockets in the bearing-blocks 12 and their upper ends extending through the bearings 13, and the gate-frames 15 are attached to the shafts 14, said frames being long enough to reach nearly half-Way across the railroad-track formed by the rails 16. Crossheads 17 are fixed upon the upper ends of the shafts 14, said cross-heads extending crosswise of the gate-frames 15, and retractile coil-springs 18 connect the ends of the crossheads to the posts 8, the tension of said springs being exerted to hold the gates in their normal positions crosswise of the railroad. A bearing-block 19 connects the crossties 6 just inside of the left-hand rail 16, and a gate-operating shaft 20 passes through the bearing-block 19, with its ends in sockets in the bearing-blocks 12. Segmental beveled gears 21 are fixed one upon each end of the shaft 20, and similar gears 22 are fixed upon the lower ends of the gate-shafts 14, in meshwith the gears 21. A crank-arm 23 is fixed upon the shaft 20 between the bearing-block 19 and the rail 16. A bearing-block 24 is mounted upon the cross-tie 7. between the rails 16, and a similar bearing-block 25 is mounted upon the cross-ties 7 on the outer side of the left-hand rail. The gate-operating shaft 26 passes through thebearing-blocks 24 and 25, with its ends in sockets in the bearing-blocks 12. Segmental beveled gears 27 are fixed upon the ends of the shaft 26, and similar gears 28 are fixed upon the lower ends of the gate-shafts 14 in mesh with the gears 27. A counter-shaft 29 is mounted in thebearing-blocks 24 and 25, and a spur-gear 30, fixed upon the shaft 29, mesheswith the spur-gear 31, fixed upon the shaft 26, so that when one of said shafts is operatedthe other shaft moves in the opposite direction. A crank-arm 32 is fixed upon the counter-shaft 29, and a similar crank-arm 33 is fixed upon the gate-operating shaft 26.

A link-plate 34 is secured to one of the cross-ties 7 and a similar link-plate 35 is socured to the cross-tie 36. Links 37and 38 are hinged to the plates 34 and 35 and extend upwardly, and the wheel-flange rail 39 is hinged to the upper ends of said links 37 and 38 just inside of the left-hand rail 16, so as to swing up and down. The spring 40, attached to the rail 39aud to the tie 36, holds the rail normally in its elevated position, with its upper face slightly above the upper face of the rail 16. A bar 41, attached to the tie 42, extends forwardly and upwardly and forms a stop to limit the movement of the rail 39, under the tension of the spring 40, so that the spring 40 will hold the links 37 and 38 normally in vertical positions. A connecting rod 43 is pivotally connected .to the forward end of the rail 39 and slidingly mounted in a bearing-block 44, which is pivotally connected to the upper end of the crank-arm 33. A

shoulder 45 is formed at the center of the connecting-rod 43, and an expansive coilspring 46 is placed around the connecting-rod between the shoulder 45 and the bearingblock 44, so as to form a yielding connection between the rail 39 and the shaft 26. A pin 47 is inserted through the end of the connecting-rod 43 to prevent its withdrawal through the bearing-block 44.

When the locomotive or car upon the railroad approaches the gate, the flange upon the front wheel will strike the rail 39, push it forwardly and downwardly against the tension of the spring 40, and the connecting-rod 43 will move the bearing-block 44, rotate the shaft 26, and swing the gates to positions to close the wagon road or street, as shown in dotted lines in Fig. 1. As soon as the train passes the tension of the spring 40 will restore the gates to their normal positions.

A link-plate 48 is fixed upon one of the cross-ties 7 and a similar link-plate 49 is fixed upon the cross-tie 50. Links 51 and 52 are hinged to the plates 48 and 49, and the carwheel-flange rail 53 is hinged to the upper ends of the links 51 and 52. A retractile coilspring 54 connects the rail 53 to the tie 50, and a connecting-rod 55 connects the end of the rail 53 to the bearing-block 56, which is pivotally connected to the crank-arm 23, said connecting-rod having a sliding yielding connection with the bearing-block 56, similar to that already described with reference to the connecting-rod 43, so that by the operation of the rail 53 the shaft 20 is operated to swing the gates upon the ties 6. A stop 57 engages the link 51 to limit the motion of the rail 53 under the tension of the spring 54. A connecting-rod 58 connects the rail 53 to the bearing-block 59, said bearing-block being pivotally connected to the crank-arm 32.

A link-plate 60 is attached to the cross-tie 61, and a similar link-plate 62 is. attached to the cross-tie 63. Links 64 and 65 are hinged to the plates 60 and 62, and the car-wheelfiange rail 66 connectsthe upper ends of the links 64 and 65. Bearing-blocks 67 and 68 are mounted upon the cross-tie 61 and the cross-tie 69. The rock-shaft 70 is mounted in the bearing-blocks 67 and 68. A crankarm 71 is fixed upon the inner end of the shaft 70, and a connectingrod 72 connects the end of the crank-arm to the end of the rail 66. Bearing-blocks 73 and 74 are mounted upon the cross-ties 69 and 50, and a rockshaft 75 is mounted in said bearing-blocks. A crank-arm 76 is fixed upon the inner end of the shaft 75, and the connecting'rod 77 connects the end of the crank-arm to the end of the rail 53. A crank-arm 78 is fixed upon the outer end of the crank 70, and a similar crank-arm 79 is fixed upon the outer end of the shaft 75, and a connecting-rod 80 connects the crank-arms 78 and 79.

The gates are connected through the gears 30 and 31, and it is obvious that if the train strikes the rail 66 the gates will be opened and operated in the same manner as is already described with reference to the rail 39. Thus it will be seen that I have produced a gate for railroad-crossings which will be operated automatically by a train approaching in either direction.

Referring to Fig. 2, if the train approaches from the right the flange of the front Wheel will strike the rail 66, and through its connections the operation of this rail under the pressure of the car-wheel flange will depress the rail 53 and the rail 39, thus operating the shafts 26 and 29 and swinging the gates to the position shown in dotted lines in Fi 1. If the train approaches from the opposite direction, the rail 39 will be operated first and through its connections will operate the rails 53 and 66.

I claim- The combination with two railroad-rails, of two pairs of long cross ties, located one pair upon one side of the road or street and the other pair upon the opposite side of said road or street, all of said ties extending beneath said railroad-rails, a gate-post mounted upon each end of each pair of long cross-ties, bearing-bars 11 at the lower end of said gateposts, bearing-blocks 12 extending inwardly from the center of said bearing-bars, a bearing 13 attached to the upper end of each gatepost, the gate-shafts 14 mounted in said bearing-blocks, suitable gate-frames attached to said gate-shafts, suitable means for holding the gates in normal position crosswise of the railroad-track, a gate-operating shaft 20 extending beneath the railroad-track and having its ends mounted in the opposite bearingblocks 12, segmental bevel-gears fixed upon the ends of said shaft, similar gears 22 fixed upon the lower ends of the vertical gateshafts, an arm 23 fixed upon said gate-operating shaft 20, another gate-operating shaft 26 connected as described, a counter-shaft 29, a spur-gear 30 fixed upon said counter-shaft, a spur-gear 31 fixed upon said shaft 26, an arm 32 fixed upon said counter-shaft 29, an arm 33 fixed upon said shaft 26, three verti- Cally-movable rails mounted substantially in alinement with each other and adapted to be consecutively depressed by the wheel-flanges of a passing train, means for normally holding said three movable rails in an elevated position, and means for connecting said three movable rails to said gate-operating shafts 20 and 26, substantially as herein specified.

In testimony whereof I aifix my signature in presence of two witnesses.

ANDREW KAMMERICH.

Witnesses:

P. J. SIEGEL, A. S. THOMSON. 

